Systems for operating a vehicle and associated methods

ABSTRACT

The present disclosure relates to methods and associated systems for unlocking a vehicle. The vehicle has a first input device and a second input device. The method includes (1) receiving a passcode from the first input device; (2) receiving a confirmation of the passcode from the second input device; and (3) in response to the confirmation, storing the passcode in a storage device associated with the vehicle. The passcode is input by operating the first input device in a first predetermined way, and, the confirmation is input by operating the second input device in a second predetermined way.

CROSS-REFERENCE TO RELATED APPLICATION

The present application claims the benefit of and priority to U.S.Provisional Application No. 62/482,119, filed Apr. 5, 2017, which isincorporated herein by reference in its entirety.

TECHNICAL FIELD

The present technology is directed to systems and methods formaintaining security of a vehicle. More particularly, the presenttechnology is directed to systems and methods for enabling/disabling orlocking/unlocking mechanical or other features of a vehicle by operatingone or more existing components thereof.

BACKGROUND

User authentication systems for vehicles are used to preventunauthorized users from accessing, or operating, or stealing vehicles.Traditional user authentication systems include physical keys or radiofrequency fobs. Such traditional systems require authorized users toinsert the keys into, or present the fobs to, the vehicle to complete anauthentication process. If a key for a traditional system is lost andfound by an unauthorized user, the vehicle will grant access to theunauthorized user. In other words, the security of the traditionalsystem can be easily compromised by simply losing the keys or fobs.Therefore, it is advantageous to have an improved system to address thisissue.

SUMMARY

The disclosed technology is directed to a method for operating avehicle. The method includes, for example, (1) generating a passcode inresponse to a detected actuation of a first input device disposed on thevehicle; (2) comparing the generated passcode with a reference codestored in a memory disposed in the vehicle; and (3) enabling one or morefeatures of the vehicle if the generated passcode matches the referencecode. The “detected actuation” can be a rotation of the first inputdevice (e.g., throttle handle) or a holding operation (e.g.,positioning) of the first input device. In some embodiments, the“features” can be any suitable functions of the vehicle, such as tumingon or activating an engine of the vehicle, granting access to acompartment (e.g., open a lid that covers the compartment) of thevehicle.

Another aspect of the disclosed technology is directed to a vehicle thatincludes (1) a memory, (2) a processor coupled to the memory; and (3) afirst input device coupled to the processor. The processor is configuredto (1) generate a passcode, in response to a detected actuation of thefirst input device; (2) compare the generated passcode with a referencecode stored in the memory; and (3) enable one or more features of thevehicle if the generated passcode matches the reference code. In someembodiments, the “detected actuation” can include rotating the firstinput device and positioning the first input device at a predeterminedangle. In some embodiments, the “detected actuation” can include (1)positioning the first input device at a predetermined location and (2)confirming the predetermined location by a second input device. In someembodiments, the “detected actuation” can be an event detected by asuitable sensor such as a position/location sensor, a hall-effect sensorcorresponding to the relative movement of the first input device, anaccelerating sensor, a Gyro sensor, or a sensor that can senses acurrent or voltage.

Another aspect of the disclosed technology is directed to a system thatcan authorize a vehicle to operate based on a reference code stored in aremote server. The vehicle can include a processor and a first inputdevice coupled to the processor. The processor is configured to (1)generate a passcode, in response to a detected actuation of the firstinput device; (2) receive the reference code from the remote server(e.g., via the Internet); (3) compare the generated passcode with thereference code; and (4) enable one or more features of the vehicle ifthe generated passcode matches the reference code.

BRIEF DESCRIPTION OF THE DRAWINGS

Embodiments of the disclosed technology will be described and explainedthrough the use of the accompanying drawings.

FIG. 1A is a schematic diagram illustrating a system in accordance withembodiments of the disclosed technology.

FIG. 1B is a schematic diagram illustrating a system in accordance withembodiments of the disclosed technology.

FIG. 1C is a schematic diagram illustrating multiple statuses of avehicle in accordance with embodiments of the disclosed technology.

FIG. 1D is a schematic diagram illustrating multiple statuses of avehicle in accordance with embodiments of the disclosed technology.

FIG. 2A is a schematic diagram illustrating a vehicle and its componentsthat can serve as input devices in accordance with embodiments of thedisclosed technology.

FIG. 2B is a schematic diagram illustrating relationships betweendivided angle ranges and passcode components in accordance withembodiments of the disclosed technology.

FIG. 3 is a schematic diagram illustrating a vehicle security system inaccordance with embodiments of the disclosed technology.

FIGS. 4A and 4B are schematic diagrams illustrating data structure usedin systems in accordance with embodiments of the disclosed technology.

FIG. 5 is a flowchart illustrating a method in accordance withembodiments of the disclosed technology.

FIG. 6 is a flowchart illustrating a method in accordance withembodiments of the disclosed technology.

FIGS. 7A-7E are screenshots illustrating a user interface of the systemin accordance with embodiments of the disclosed technology.

FIG. 8 is a schematic diagram illustrating a user interface of a vehiclein accordance with embodiments of the disclosed technology.

The drawings are not necessarily drawn to scale. For example, thedimensions of some of the elements in the figures may be expanded orreduced to help improve the understanding of various embodiments.Similarly, some components and/or operations may be separated intodifferent blocks or combined into a single block for the purposes ofdiscussion of some of the embodiments. Moreover, although specificembodiments have been shown by way of example in the drawings anddescribed in detail below, one skilled in the art will recognize thatmodifications, equivalents, and alternatives will fall within the scopeof the appended claims.

DETAILED DESCRIPTION

In this description, references to “some embodiments,” “one embodiment,”or the like, mean that the particular feature, function, structure orcharacteristic being described is included in at least one embodiment ofthe disclosed technology. Occurrences of such phrases in thisspecification do not necessarily all refer to the same embodiment. Onthe other hand, the embodiments referred to are not necessarily mutuallyexclusive.

The present disclosure relates to a method and system for enablingcertain feature(s) on a vehicle (e.g., a scooter, an electric scooter, agas-fueled or an electric motorcycle, a four-wheeled gas-fueled/electricvehicle, etc.) by operating a combination of existing components of thevehicle. The present technology enables a user to set up a combinationof how to operate these components (e.g., as a passcode), and then usethe combination to enable/unlock mechanical or other features of thevehicle. The present technology enables a user to select one or more“input devices” of the vehicle as part of the combination. The inputdevices are existing components of the vehicle such as: a functionalbutton, rotatable throttle-control handle (or “throttle handle”),handle, lever, steering wheel, handle bars, pedal, paddle, shifter, sidestand, trunk lid, fuel lid/cap, power plug or other features whosestatus (open, closed, engaged, not engaged, rotational position etc. canbe sensed). Operating the input devices in a predetermined way (e.g., topress, rotate, move, position, hold, etc.), defines a passcode that aprogrammed processor or other logic circuit either in or logicallyassociated with the system can compare with a reference passcode. If thereceived passcode matches the reference passcode, the system grants theuser access to the vehicle. In some embodiments, the status of acomponent can be called as an “operational condition.” For example, acomponent can have 10 operational conditions, each of which cancorrespond to a passcode digit.

In some embodiments, the system can be implemented as a supplementalsecurity mechanism in addition to a traditional authentication system(e.g., using physical keys or fobs).

In some embodiments, the present technology can be implemented as astand-alone system that can be installed in a vehicle (embodiments to bediscussed in detail with reference to FIG. 1A). In some embodiments, thepresent technology can be implemented as a part of a vehicle controlsystem (embodiments to be discussed in detail with reference to FIG.1B). In other embodiments, the present technology can be implemented ina mobile device (e.g., a smartphone with an app installed) that iscapable of communicating with a vehicle.

One aspect of the present technology includes providing a vehiclesecurity system that enables a user to manage multiple vehicles in anetwork (e.g., fleet vehicles of a company, a group of vehicles of afamily, vehicles of a vehicle-rental company, etc.). The presenttechnology enables a user to manage the accessibility of the vehicles invarious groups via a cloud server. For example, the user can issuedifferent passcodes for authorized drivers who purchase different plans(e.g., plan A allows a driver to ride a scooter at a higher speed thanplan B). The vehicles in the network can also communicate with oneanother regarding passcodes (e.g., share most updated passcodes). Suchembodiments are discussed in further detail below with reference to FIG.3.

Another aspect of the present technology enables a user to create(and/or frequently update) his/her own combinations of passcodes so asto enhance vehicle security. For example, the present system enables theuser to pick a first input device of a vehicle as a component to inputpasscodes. For example, the user can use a throttle handle of a scooterto enter a passcode by rotating/positioning the throttle handle atdifferent angles/locations. Assuming that the throttle handle can berotated in a range of 180 degrees, then the range can be divided by tensuch that each divided degree range (e.g., a 18-degree range) representsa single digit number (e.g., 0 to 9). In some embodiments, the degreerange can be divided by other numbers (e.g., 16 or 26) and accordinglythe positions of the throttle in each divided range can represent othercharacters or symbols (e.g., hexadecimal numbers or letters of theEnglish alphabet) that can be used to form a passcode. In someembodiments, each degree range can be different due to thecharacteristics of the first input device (e.g., sensitivity orresponsiveness of the first input device can vary in different degreeranges). In some embodiments, there can be various sensors or electroniccomponents (e.g., a variable resistor, a potentiometer, etc.) positionedat multiple locations such that the location of the first input devicecan be sensed or detected. For example, in some embodiments, thethrottle handle can be an electronic throttle. In such embodiments, anoutput voltage or current of the throttle handle can vary correspondingto an angle of rotation of the throttle handle. In some otherembodiments, a hall-effect sensor can be disposed on the throttlehandle, and the hall-effect sensor can monitor the rotation of thethrottle handle (i.e., the relative movements between the stationarypart and the rotatable part of the throttle handle) by sensingmagnetic-field variation (e.g., caused by the rotation). Based on thesensed location of the first input device, a passcode can accordingly bedetermined.

In some embodiments, the system also enables the user to pick a secondinput device to confirm all or portions of a passcode or enter anadditional passcode. For example, the user can use a brake lever (or abrake pedal) to confirm passcode component that is input by the firstinput device (e.g., a “confirmatory” or “confirmational” operation). Inother embodiments, the passcode component can be confirmed by othermeans (e.g., the confirmatory operation can be, holding the first inputdevice for a certain time period). Relevant embodiments are to bediscussed in detail below with reference to FIGS. 4A and 4B.

Yet another aspect of the present technology includes providing a userinterface to facilitate a user's input of a passcode or setting uppasscode components (e.g., numbers, letters, symbols, etc.)corresponding to specific operations or conditions of a vehiclecomponent (e.g., as part of an “input device” mentioned above). Examplesof the user interface are to be discussed below with reference to FIGS.7A-8.

In some embodiments, the present technology enables a user to determinea security level of a vehicle. For example, the present technology canprovide recommendations to the user regarding whether to enable an“enhanced security” or “security boost” feature (e.g., using a passcodeto unlock the vehicle in addition to a physical lock) of the vehicle. Insome embodiments, the recommendations can be based on information suchas user profile, a current location of the vehicle, associated crimerates of a location, news associated with a location (e.g., a vehiclewas reported stolen last night near a location), etc.

In some embodiments, the recommendations are transmitted to the user viaa user mobile device. Once the user decides to enable the “securityboost” features, the user is invited to enter the passcode for accessingthe vehicle from the mobile device (e.g., a user interface for enteringthe passcode; this can be an application running on the mobile phone;detailed embodiments are discussed with respect to FIGS. 7A-7D), andthen the passcode can be sent to the vehicle and be stored as areference code for security verification. In some embodiments, a defaultconfiguration is to enable the security boost feature, and the passcodecan be stored in the mobile device (e.g., to “remind” the user what thepasscode is) and/or in the vehicle (as the reference code for securityverification). In some embodiments, the default configuration can bedetermined based on the user's insurance policy for the vehicle. In someembodiments, the present technology can generate a report summarizingthe security features of a vehicle and transmit the report to a user'sinsurance provider.

In some embodiments, the present technology determines whether toactivate the security boost feature based on an available energy levelof a vehicle. For example, when the available energy level is lower thana first threshold (e.g., 5% of a full capacity), the present technologydisables the security boost feature. In some embodiments, when theavailable energy level reaches a second threshold, the presenttechnology sends a notification to a user and recommends that the useradjust a current security configuration. In some embodiments, thepresent technology includes a backup, independent power source (e.g., abattery) configured to make sure that the security boost feature can beimplemented even when the available energy level of the vehicle is toolow to properly operate the vehicle. In some embodiments, there can be a“controller battery” or “ECU battery” configured to provide power to acontroller or an ECU (electric control unit or engine control unit) ofthe vehicle, when a “main battery” (e.g., which is configured to poweran electric motor of the vehicle) of the vehicle is switched off. Insome embodiments, the “main battery” can be used to charge the“controller battery,” so as to make sure the “controller battery” hassufficient power to support the operation of the controller or ECU.

In some embodiments, the present technology enables a user tostore/upload a picture, a description and/or other suitable informationsuch as a hint regarding the passcode/combination he or she created,just in case the user forgets the combination. In some embodiments, thestored/upload information can be accessible via a user's mobile device.

FIG. 1A is a schematic diagram illustrating a security system 100A inaccordance with embodiments of the disclosed technology. As shown, thesecurity system 100A can communicate with an electric vehicle 10 and/ora mobile device 12. In some embodiments, the mobile device 12 caninclude a smartphone, a tablet, a smart watch, a notebook, other type ofcomputing device, etc. In some embodiments, the electric vehicle 10 canbe an electric scooter. In some embodiments, the system 100A cancommunicate with the electric vehicle 10 and the mobile device 12 via awireless network (e.g., Wi-Fi, 3G/4G/5G, Bluetooth, infrared etc.). Insome embodiments, the wireless communication network between thecommunication components 121 and 107 can be different from the wirelesscommunication network between the communication component 107 and themobile device 12. As shown, the electric vehicle 10 includes a processor109, a memory 111, a battery 113, a motor 115, a first input device117A, a second input device 117B, a dashboard display 119, and acommunication component 121. The processor 109 is configured to interactwith the memory 111 and other components (e.g., components 113-121) inthe electric vehicle 10. The memory 111 is coupled to the processor 109and configured to store instructions for controlling other components orother information in the electric vehicle 10. The battery 113 isconfigured to power the motor 115 such that the motor 115 can move theelectric vehicle 10. The dashboard display 119 is configured to visuallypresent information to a user (e.g., via a user interfaces shown inFIGS. 7A-8). The communication component 121 is configured tocommunicate with other systems (e.g., the security system 100A) andother devices (e.g., the mobile device 12) in wired or wirelesscommunication based on the configuration between the electric vehicle 10and other systems/devices.

As shown in FIG. 1A, the security system 100A includes a processor 101,an input management component 103, a storage component 105, and acommunication component 107. The processor 101 is configured to controlother components of the system 100A and to execute instructions toperform desired operations. The input management component 103 isconfigured to communicate (e.g., via the communication components 107,121) with the first and second input devices 117A, 117B and accordinglyreceive passcodes and/or confirmatory input by a user. In someembodiments, the processor of the vehicle and the processer of thesecurity system may be the same such that the components of the securitysystem are implemented by a single processor.

In the illustrated embodiments, the first input device 117A isconfigured to be operated in a predetermined way such that a user caninput a passcode or portion thereof using the first input device. Forexample, the first input device 117A can include a throttle controlhandle, rotatable in an angle range (e.g., 0-90 degrees, etc.). Byrotating the throttle control handle to different angles, the user caninput a passcode (which includes one or more passcode components). Inthis embodiment, the angle range can be divided into 10 divided ranges.For illustration, if the total angle range for the throttle is 40degrees, the divided ranges can be divided into 10 ranges: 0-4, 5-8,9-12, 13-16, 17-20, 21-24, 25-28, 29-32, 33-36 and 37-40 degrees. Eachdivided range represents or corresponds to a unique single-digit number(e.g., 0 to 9). These single-digit numbers can be combined as a passcodecomponent which defines the passcode. In some embodiments, the passcodecomponents can include a letter, a string, a symbol, etc. As can beappreciated, other detectable ranges of throttle rotation commonly used(e.g., 0-90 degrees) can be similarly detected and associated withdifferent input values.

In some embodiments, the second input device 117B is configured toenable the user to confirm his/her input encoded by the first inputdevice 117A. For example, when the user holds the first input device117A at a particular angle or position, the user can then operate thesecond input device 117B (e.g., a button, handle etc.) in apredetermined manner (e.g., press the button, squeeze the handle, etc.)to confirm the user's input. In other embodiments, the user's input canbe confirmed by other means. For example, the second input device can bea brake handle, and when the user holds the first input device 117A in aset position for a time period, then the corresponding input isconfirmed. For example, the user rotates the throttle to 40 degrees andthe user is shown the number 6 on a display. The user squeezes the brakehandle to accept the number 6. The user then rotates the handle to 20degrees and is shown the number 3 on the display. The user then squeezesthe handle again to accept the number. The code or portion thereof istherefore “63” to which additional numbers can be added in the samemanner to complete the code.

In some embodiments, the first and second input devices 117A, 117B are“existing” components of the electric vehicle 10, and therefore performfunctions other than inputting/confirming passcodes when the vehicle isoperating. For example, the brake lever activates the brakes on ascooter. The same circuitry that activates the brake lights of thescooter is used to provide a signal to the processor of the securitysystem for use by the security system to indicate that the user hasaccepted a security code. Similarly the same circuitry that detects theportion of the throttle for determining how fast to run the motor isused by the security system to show different code values to the useretc. Advantages of this arrangement include that the present technologycan cooperate with or be implemented in various types of vehicle systemswithout requiring additional input devices/components. In otherembodiments, however, the system can include one or more additionalinput devices configured to receive a user passcode. In someembodiments, when the vehicle is turned off, the ECU of the vehicle(e.g., the processor 109 of the electric vehicle 10) can switch thefirst and second input device from their “operational modes” to“passcode-input” modes. By this arrangement, the first/second inputdevices can be used to input passcodes before the vehicle is turned onagain. For example, when a throttle handle is in its “operational mode,”it can be rotated to control the throttle (i.e., the power output of thepowertrain unit such as motor or engine). When the throttle handle is inits “passcode-input mode,” it can be rotated to enter passcodes, asdiscussed herein. As another example, when a brake handle is in its“operational mode,” it can be squeezed to control the brake of thevehicle. When the brake handle is in its “passcode-input mode,” it canbe used (e.g., as the second input device) to confirm the passcodesentered by the throttle handle.

Once a passcode is received by the input management component 103, thepasscode can be stored in the storage component 105. The storagecomponent 105 is configured to store, temporarily or permanently,information/data/files/signals associated with the system 100A (e.g.,passcodes, relationships between passcode components and theoperations/conditions of an input device). For example, the storagecomponent 105 can store a reference passcode used to authenticate thereceived passcode. In some embodiments, the storage component 105 can bea hard disk drive, flash memory, or other suitable storage means. Insome embodiments, the storage component 105 can be included in theelectric vehicle 10. In some embodiments, when a user inputs a passcodecomponent, the passcode component is shown in the dashboard display 119.Embodiments of a user interface of the dashboard display 119 are to bediscussed below with reference to FIG. 8.

In some embodiments, the security system 100A can be implemented by theprocessor on the vehicle or as a separate component on the vehicle suchas a system-on-chip (SOC) system that can perform the functionsdescribed above. In some embodiments, the security system 100A interactswith a remotely located processor. For example, the detected componentmovements or activations can be transmitted to a processor on a smartphone or other device associated with the operator via Bluetooth orinfrared that compares the settings with a pre-stored code and theremote processor sends back a signal to unlock the vehicle or featuredepending on the settings received. In this way, the processor of thevehicle may be less likely to be compromised by malicious software todefeat the security feature.

FIG. 1B is a schematic diagram illustrating a system 100B in accordancewith embodiments of the disclosed technology. The system 100B isimplemented in an electric vehicle. The system 100B includes a processor109, a memory 111, a battery 113, a motor 115, a dashboard display 119and a communication component 121. These components have functionsgenerally similar to those discussed in FIG. 1A. The system 100Bincludes an input management component 103 coupled to the processor 109and to input devices 117X, 117Y and 117Z. The input management component103 is configured to receive a passcode input by a user via operatingthe input devices 117X, 117Y and/or 117Z.

The input device 117X can perform functions similar to those of thefirst and second input devices 117A, 117B described above in FIG. 1A.The input device 117Y includes a biometric sensor configured to receivebiometric information (e.g., fingerprints, palm prints, voices, iris orretinal images, etc.) from a user. The collected biometric informationcan be used to further verify the identity of the user. In someembodiments, the input device 117Y can also be configured to be operatedin a predetermined way such that a user can input a passcode. Forexample, the input device 117Y can be a touch pad (which can have aplurality of pressure or optical sensors) used to measure/analyze auser's finger print. In this embodiment, a user can use his/her fingerto draw various lines or patterns on the touch pad, and these variouslines or patterns can represent different passcode components. In someembodiments, the touch pad can be a touch screen. In some embodiments,the touch pad can include a fingerprint or palm print sensor.

In some embodiments, the input device 117Y can also be configured to beoperated in a predetermined way such that a user can input a passcode.The input device 117Z can include a sensor configured to measure astatus of the system 100B. For example, the input device 117Z can be apressure sensor used to detect whether a user is sitting on a driverseat of the system 100B. In such embodiments, the user can inputmultiple passcode components by sitting on the driver seat for differentperiods of time or at different locations (e.g., left or right side ofthe driver seat). In other embodiments, the user can input a passcodeand confirm passcode components by operating one or more of the inputdevices 117X-117Z.

In some embodiments, the input management component 103 is configured toenable a user to set up relationships between passcode components andthe operations/conditions of the input devices 117X-117Z. In someembodiments, the system 100B enables a user to set up the foregoingrelationships via the mobile device 12. In some embodiments, the inputmanagement component 103 can be implemented as a software applicationinstalled in the mobile device 12. In such embodiments, the inputmanagement component 103 communicates with one or more input devices ofa vehicle. When a user operates the input devices to enter a passcodefor authentication, the input management component 103 receives theoperating conditions/statuses of the input devices, and then identifiesone or more passcode components so as to form the passcode. The passcodecan then be used to authenticate the user.

FIG. 1C is a schematic diagram illustrating multiple status conditionsof a vehicle in accordance with embodiments of the disclosed technology.As shown, the vehicle includes three status conditions, “Power off,”“Power On/engine off,” and “Engine on.” In some embodiments, the “Poweroff” status refers to a situation where a main power supply (e.g., abattery) of the vehicle is turned off and only some of the vehiclecomponents is/are operating. For example, a wired/wireless communicationcomponent of a processor (e.g., an Electric Control Unit or EngineControl Unit, ECU) can be in a stand-by mode to receive signals, such asunlocking signals from a key fob or from a mobile device. In someembodiments, the “Power On/engine off” status refers to a situationwhere a main power supply, an ECU, a Micro Controller Unit or MotorControl Unit (MCU), peripheral components (e.g., lighting components, adashboard display, etc.) are enabled/turned on, but an engine or a motor(e.g., an electric motor) of the vehicle remains off. In someembodiments, the “Engine on” status means that the engine or motor ofthe vehicle is activated/turned on and therefore the vehicle is ready totravel. In some embodiments, the “engine on/off” can mean “motoron/off,” “powertrain on/off,” “motor enable/disable,” or “powertrainenable/disable.”

In the illustrated embodiments shown in FIG. 1C, the vehicle can changestatus through transitions T1-T6. For example, transition T1 includes auser using a key fob (or a keyless control on a mobile phone/smartwatch) to transmit a signal regarding unlocking the vehicle, then thevehicle is activated to the “Power on” status from the “Power off”status after receiving the signal. In some embodiments, a physical lockaccommodating a physical key can be disposed on the vehicle. The signalregarding unlocking the vehicle can be transmitted from the physicallock internally when the physical lock in unlocked by the insertedphysical key. Transition T2 includes, for example, pressing a button(e.g., a “GO” button shown on a dashboard or a mobile device, as shownin FIG. 8) together with holding a brake lever of the vehicle. Throughtransition T2, the engine or the motor of the vehicle can be turned on.Transition T3 can turn off the engine or the motor of the vehicle bypressing a button or kicking/operating a side stand of the vehicle.Transition T4 can turn off power of the vehicle by operating a key fob,a keyless control, etc. In some embodiments, the power can be turned offafter a period of time of no operation.

The present technology can enhance the security of the vehicle byimplementing the “security boost” feature in transition T5 or T6, orboth. For example, in transition T5, the present technology can ask auser to enter a passcode (e.g., by operating one or more input devicesof the vehicle as described) when the user wants to start the engine orthe motor. As another example depicted in FIG. 1D, when a user wants toturn on the power of the vehicle (e.g., indicated as transition T1), thepresent technology can also ask the user to enter a passcode (transitionT5). This arrangement provides higher security level for the vehiclebecause it requires at least two mechanisms (e.g., keys and passcodethat is input by operating one or more vehicle controls or inputdevices) in order to turn on the power or the engine/motor of thevehicle. The controller of the vehicle (e.g., the ECU or processor ofthe vehicle) may switch the first/second input devices from their“operational modes” to passcode-input modes” during transition T4 or T1,and switch the modes back to their operational modes during transitionT2 (e.g., in the embodiments corresponding to FIG. 1C) or in the statuscondition “power on/engine off” (e.g., in the embodiments correspondingto FIG. 1D).

It is noted the embodiments illustrated in FIG. 1C and FIG. 1D can havedifferent hardware configurations of the vehicle. For example, if thevehicle is allowed to “enable” the dashboard (e.g., turn on it so a usercan access or read information therefrom) before the “Power on” state,then the embodiments depicted in FIG. 1D can be adapted in that vehicle.In some embodiments, if the vehicle does not allow the dashboard to beenabled before the “Power on” state, then the embodiments depicted inFIG. 1D can be adapted in the vehicle. The user can be banned fromhaving any operation to the vehicle other than entering the passcode. Insome embodiments, a user can turn on the engine by entering the passcode(transition T6) without providing a key fob (transition T6). In someembodiments, the vehicle can require a user to both present a key foband enter a correct passcode, before turning on the engine. So the“security boost” feature can be an alternative way to unlock the vehiclewhen the user forgets where his key, key fob is and/or his mobile deviceis missing, or the communication components associated with the key fobor the mobile device is malfunctioned.

In some embodiment, the “security boost” feature can be set as toenable/unlock some other features on the vehicle without turning thepower of the vehicle on. For example, the user can use the same way asdescribed above to enter the passcode during transition T5 in FIG. 1D toopen the seat cover to access the compartment disposed under the seatcover. The features can also include enabling the front light, settingdifferent light pattern of the dashboard or sound profile to thedashboard, etc. In some embodiments, the vehicle can allow a user toenter more than one set of passcodes to enable/unlock the correspondingfeatures.

In some embodiments, transition T5 can include using biometricinformation (such as fingerprints, palm prints, face or retinarecognition, etc.) to verify a user's identity to access the vehicle. Insome embodiments, the verification could be performed by a mobile phone(which may be wirelessly connected to the vehicle), a set-up box mountedon/in the vehicle, the vehicle itself (e.g., a biometric sensorincorporated or embedded in the vehicle), etc.

FIG. 2A is a schematic diagram illustrating a vehicle 200 and itscomponents that serve as input devices in accordance with embodiments ofthe disclosed technology. The vehicle 200 includes handle bars 201configured to steer or handle the vehicle 200. As shown, a throttle 203is coupled to one end of the handle bars 201 and is configured toproduce an electrical signal or move a cable that in turn controls thespeed of the vehicle 200. As shown, a first brake lever 205 a ispositioned adjacent to the throttle 203 and is configured to control afirst brake (e.g., a front wheel brake) of the vehicle 200. At the otherend of the handle bars 201 is a second brake level 205 b configured tocontrol a second brake (e.g., a rear wheel brake) of the vehicle 200.

The vehicle 200 includes a side stand 207 positioned in a lower portionof the vehicle 200. The side stand 207 is configured to support thevehicle 200 (by contacting the ground) when the vehicle 200 is notmoving. The vehicle 200 also includes a seat (or a storage cover) 209that is configured to support a rider and to cover a storage chamber 211inside the vehicle 200. As shown, the vehicle 200 includes an adjustableheadlight 213 configured to emit light at different angles and/or emitvarious types of light beams (e.g., high beam or low beam). The vehicle200 further includes a rearview mirror 211 configured to provide a riderrear views of the vehicle 200. In various embodiments, one or more ofthe vehicle components discussed above can be used as “input devices”described in the embodiments of the present technology.

For example, the handle bars 201 can be operated or rotated so to move afront wheel 215 of the vehicle 200 in an angle range (e.g., 100 degrees)along direction A. The present technology includes an angle sensor thatmeasures the angle of the handle bars (e.g., the first input device) andprovides the measurement to a processor that determines if the detectedangle falls into one of a number of defined angle ranges (e.g., 0-9,10-19, 20-29, 30-39, 40-49, 50-59, 60-69, 70-79, 80-89, and 90-99degrees), each of which represents a passcode component (e.g., numbers0-9). In some embodiments, the location and/or movement can be measuredby an optical or electrical sensor coupled to the handle bars 201.Accordingly, a user can input passcodes or a portion thereof byoperating the handle bar 201 (e.g., positioning it at a specific angle).

Similarly, the side stand 207 can be operated or rotated along directionB and can be configured to enable a user to input passcodes or confirm acode component by positioning the side stand 207 in a particularposition. The throttle 203, the first/second brake levers 205 a, 205 b,and the storage cover 209 can also be operated in individual angleranges such that can be configured to enable a user to input passcodesor confirm passcode components in the way similar to those of the handle201 and the side stand 207 mentioned above. For example, the pressurewith which a brake lever is squeezed can also be detected and dividedinto a range (high pressure or less pressure) and used to form apasscode or component thereof. Similarly, the time with which acomponent is actuated can also be used to enter a code. For example,squeezing the front brake lever for 2 seconds may not generate apasscode but squeezing for 5 seconds may signify a portion of apasscode. The particular passcode can be defined by the user using anapplication on their mobile computing device. For example, the user mayrequest that their secret code comprise turning the handle bars 45degrees to the right and squeezing the back brake handle for some periodof time between 4 and 5 seconds.

FIG. 2B is a schematic diagram illustrating relationships betweendivided angle ranges and passcode components. In the illustratedembodiments, a total angle range of an input device is 360 degrees. Thetotal angle range can be divided into nine individual angle ranges(e.g., 40 degrees), each of which represents a passcode component (e.g.,numbers 1-9). In the illustrated embodiments, when the input device islocated at its initial position, the corresponding passcode component isset as “0.” In other embodiments, the total angle range can be dividedinto different numbers of individual angle ranges, depending on thetypes of input devices and/or other suitable factors (e.g., the types ofpasscode components). In some embodiments, individual angle ranges canvary (e.g., one is 30 degrees and another is 50 degrees), depending ondesign needs or user preferences.

In some embodiments, the input device (e.g., throttle 203) can be a“signalized” or “digitalized” input device. In such embodiments, acontroller (e.g., an ECU) or processor of the vehicle 200 can usedigital signals to control the input device. For example, the controllercan use voltage signals to control the throttle 203 (e.g., voltagelevels correspond to throttle levels). In such embodiments, the presenttechnology can directly detect the digital signals and then accordinglyidentifies corresponding passcode components.

In some embodiments, the input device can be an “analog” input device(e.g., a handle bar). In such embodiments, the present technology uses asensor (e.g., coupled to a controller of the vehicle) to detect amovement or rotation of the analog input device, and then accordinglyidentifies corresponding passcode components.

In some embodiments, the storage cover 209 can be locked and require apasscode (e.g., a combination of operations performed on the other inputdevices) to unlock. Once the storage cover 209 is unlocked, it can thenbe operated as one of the input devices (e.g., the storage cover 209 canbe positioned at various angles/locations, each of which corresponds toa passcode component). This arrangement provides a user a relativelyhigh security level because it requires two set of passcode combinations(which can correspond to the same passcode, in some embodiments) tounlock the vehicle 200.

In some embodiments, the adjustable headlight 213 can also be used toinput a code by, for example, turning the high beam on and off in aparticular time sequence. Therefore, it can also be configured to enablea user to input passcodes. Similarly, in some embodiments, the rearmirror 211 can also be adjusted in a range (e.g., be rotated or moved).Therefore, the rearview mirror 211 can also be used as an input deviceas described above.

FIG. 3 is a schematic diagram illustrating a vehicle security managementsystem 300 in accordance with embodiments of the disclosed technology.As shown in FIG. 3, the system 300 can manage/receive passcodes fromvarious groups (e.g., Group A and Group B) of vehicles. The system 300can include (1) an input management component 301 configured to receivepasscodes from a vehicle of one of the groups, and (2) a passcodemanagement component 303 configured to manage, maintain, and/or updatepasscodes for the various groups of vehicles. The input managementcomponent 301 can have functions similar to those of the inputmanagement component 103 discussed above.

For example, the vehicles in Group A (e.g., vehicle A1, A2, and A3) canbe the vehicles owned by a company located in area A. The vehicles inGroup B can be another set of vehicles owned by the same company in areaB. The present technology enables the company to manage the passcodesfor all the vehicles in a centralized, effective fashion. For example, adriver can register an account with the company and purchase a rentalplan (e.g., a vehicle or battery rental plan) to use vehicle A1 in areaA. In some embodiments, the driver can select a passcode (e.g., by themethods described above, by entering it via his mobile device, etc.). Insome embodiments, the passcode can be given by a server. The driver canlater purchase another plan (or upgrade his/her existing plan) whichallows the driver to use vehicle B1 in area B (e.g., the driver plans tohave a business trip in area B). The driver can first input a passcodeby operating input devices of vehicle A1. The input management component301 receives the passcode (e.g., as indicated by arrow C1). Then thepasscode management component 303 stores it and then uploads it to acloud server 305 (e.g., as indicated by arrow C2). The uploaded passcodeis then transmitted to, or otherwise be accessible by, vehicle B1 (e.g.,as indicated by arrow C3). By this arrangement, the driver can unlockvehicle B1 by the passcode the driver previously created for vehicle A.This is convenient, secure, and effective for the company and thedriver.

In some embodiments, the input management component 301 can receivepasscodes of one vehicle (e.g., vehicle A2) via another vehicle (e.g.,vehicle A3) in the same vehicle group (e.g., arrow C4 and arrow C1). Insome embodiments, a vehicle can periodically upload a passcode to thecloud server (e.g., arrow C5).

In some embodiments, the passcode management component 303 can beconfigured to manage/maintain/update passcodes based on user profile,user activities, user preferences, required security levels, vehiclecapacities, etc. For example, the passcode management component 303 canverify whether vehicle A1 and vehicle B1 have a same type of inputdevice before transmitting the passcode to vehicle B1. As anotherexample, the passcode management component 303 can transmit the receivedpasscode to another authorized user according to the driver's userprofile (e.g., which has a general authorization allowing a familymember to use the driver's vehicles).

FIGS. 4A and 4B are schematic diagrams illustrating exemplary datastructures used in systems in accordance with embodiments of thedisclosed technology. FIG. 4A includes an input-index table 400A showingthat the relationships between passcode components (in the illustratedembodiment, single-digit numbers 0-9) and input devices A-X of avehicle. In some embodiments, the input-index table 400A can be createdand maintained both by an input management component (e.g., the inputmanagement component 103). In other embodiments, the input-index table400A can be created by an input management component (e.g., the inputmanagement component 301) and then be maintained by a passcodemanagement component (e.g., the passcode management component 303).

As shown in FIG. 4A, the present technology enables a user to enterpasscode components 0-9 by operating Input device A (e.g., a handle bar)alone. The present technology also enables a user to enter passcodecomponents 0-9 by operating Input Device B (e.g., a throttle) and InputDevice C (e.g., a button) at the same time or in a predetermined order(e.g., to operate Input Device B first and then Input Device C, or viceversa). In some embodiments, the present technology enables a user toenter passcode components by operating two or more input devices.

FIG. 4B includes another type of input-index table 400B. In suchembodiments, the input-index table 400B can include various combinationsof the operations/status of the input devices A-X of a vehicle. Each ofthe combinations can correspond to a particular type ofenabling/unlocking action. For example, combination 401 corresponds to“unlock power” (e.g., transit to “Power on” status) combination 403corresponds to “unlock engine” (e.g., transit to “Engine on” status) andcombination 405 corresponds to “unlock seat cover” for accessing acompartment of the vehicle under the seat cover. In some embodiments,one or more of the input devices A-X can be a component of a mobiledevice. For example, a user can input a first portion of a passcode viathe position of the handlebars of a vehicle, and then input a secondportion of the passcode via a touch screen of a smartphone. In suchembodiments, the system can combine the two portions of the passcode andthen use the combined passcode to perform an authentication process.Having input devices from multiple sources can accordingly enhancesecurity.

FIGS. 5 and 6 are flowcharts illustrating methods 500 and 600 inaccordance with embodiments of the disclosed technology. The method 500can be used to unlock a vehicle having a first input device (and asecond input device also). The method 500 can be implemented by avehicle, a mobile device, a stand-alone chip set or circuitry, or othertypes of suitable devices. The method 500 starts at block 501 bygenerating a passcode in response to a detected actuation of a firstinput device disposed on a vehicle. In some embodiments, the “detectedactuation” can include a rotation of the first input device and/or aholding operation of the first input device. In some embodiments, thefirst input device can be a button, throttle, handle, lever, steeringwheel, handle bar, pedal, paddle, shifter, side stand, trunk lid, fuellid/cap, power plug or other suitable components. The passcode is inputby operating one or more of the input devices in a first predeterminedway. For example, in the embodiments where the first input device is athrottle, the passcode can be input by rotating the throttle to aparticular angle (or positioning the throttle in a particular anglerange). The particular angle corresponds to a particular passcodecomponent (e.g., 1-9, A-Z, etc.).

In some embodiments, the method 500 can (1) identifying an operationalcondition of the first input device; (2) generating at least onepasscode component in response to the operational condition of the firstinput device; (3) identifying a confirmatory operation of a second inputdevice; and (4) confirming the generated passcode component in responseto the confirmatory operation of the second input device. In someembodiments, the first operation conditional of the first input devicecan include rotating the first input device so as to position the firstinput device at a predetermined angle. In some embodiments, the passcodecomponent can be generated according to the predetermined angle (e.g.,FIG. 2B).

In some embodiments, the “operational condition” and the “confirmatoryoperation” can be from the same device. For example, the method 500 caninclude: (1) identifying a first operational condition (e.g., rotating)of the first input device; (2) generating the passcode component inresponse to the first operational condition of the first input device;(3) identifying a second operational condition (e.g., holding the firstinput device for a preset period of time) of the first input device; and(4) confirming the generated passcode component in response to thesecond operational condition. In some embodiments, the secondoperational condition can include positioning the first input device ata predetermined angle for a preset period of time.

In some embodiments, the method 500 can receive a confirmation of thepasscode from the second input device (e.g., by the confirmatoryoperation described above). In some embodiments, the second input devicecan be a button, throttle, handle, lever, steering wheel, handle bar,pedal, paddle, shifter, side stand, trunk lid, fuel lid/cap, power plugor other suitable components. The second input device is configured toconfirm or “enter” a passcode component input by the first input device.For example, when a user operates the first input device (e.g., rotatethe throttle), a display (e.g., dashboard display or a display of amobile device) can present a candidate passcode component to the user.Using FIG. 2B as example, when the user rotates the first input devicefrom zero degree to 359 degrees, the display presents individualpasscode components 0 to 9, depending on which angle range the firstinput device is currently in. When the user rotates and positions thefirst input device in a target angle range (which corresponds to apasscode component the user would like to input), the user then operatesthe second input device to confirm the user's input. The confirmation isinput by operating the second input device in a second predeterminedway. For example, in some embodiments, the confirmation can be a singleclick of a button. In some embodiments, the confirmation can be acombination of multiple operations. For example, the confirmation can bea user holding the first brake lever 205 a and the second brake lever205 b at the same time. As another example, the confirmation can includea user pulling the first brake lever 205 a twice and then pulling thesecond brake lever 205 b once. In other embodiments, the confirmationcan include various combinations of operations of one or more inputdevices.

In some embodiments, the first input device and the second input devicecan be the same input device (e.g., with different operations for“passcode component input” and “confirmation”). For example, a user canoperate the first input device (e.g., the handlebars) and then maintainthe first input device at a location or an angle for a particular periodof time (e.g., 2 seconds). After the period of time, the passcodecomponent corresponding to that location or angle is considered“confirmed” and then is entered.

At block 503, the method 500 continues comparing the generated passcodewith a reference code stored in a memory disposed in the vehicle. Insome embodiments, the reference code can be stored in other suitabledevice such as a remote server.

At block 505, the method 500 then enables/unlocks one or more featuresof the vehicle if the generated passcode matches the reference code. Insome embodiments, the one or more features can include an operationalstate of the vehicle, activating a motor of the vehicle, and/oraccessing a compartment of the vehicle. In some embodiments, afterenabling/unlocking the one or more features of the vehicle, the method500 can switch the first input device to an operational mode (from apassword-input mode, for example). In some embodiments, the method 500can include receiving a signal (e.g., a user request) regardingunlocking the vehicle before generating the passcode in response to thedetected actuation of the first input device disposed on the vehicle. Insome embodiments, the signal can set the first input device in thepassword-input mode.

In some embodiments, the first input device can include two or moreinput devices. In some embodiments, the second input device can includetwo or more input devices. The more input devices are utilized, the morecombinations of input device operations can be used by a user to enterpasscode components. The number of available combinations of inputdevice operations positively correlates to the security level that thepresent technology can provide. In general, more combinations meanhigher security levels.

In some embodiments, the method 500 includes comparing the storedpasscode with a reference passcode, and in an event that the storedpasscode matches the reference passcode, a signal is produced by aprocessor to start an engine of the vehicle. In some embodiments, thepasscodes can be compared by an ECU. In other embodiments, the passcodescan be compared by a processor of a mobile device.

In some embodiments, the method 500 includes (a) in an event that theinput passcode does not match the reference passcode, presenting anindication via a display of the vehicle showing that the passcode isincorrect; and (b) transmitting a signal (e.g., an alarm signal) to amobile device associated with the vehicle, alerting that an incorrectpasscode has been input. For example, the indication can be presented bya dashboard display, a display of a mobile device, etc. In someembodiments, the alert signal can be transmitted to a portable device ora wearable device. The portable or wearable device can further alarm theuser by indications based on light, sound, vibration, etc.

In some embodiments, the method 500 can further include (1) identifyinga first operating condition of the first input device according to thefirst predetermined way; (2) generating a first passcode component inresponse to the first operating condition; (3) identifying a secondoperating condition of the first input device according to the firstpredetermined way; (4) generating a second passcode component inresponse to the second operating condition; and (5) generating thepasscode based at least in part on the first passcode component and thesecond passcode component. In some embodiments, the method 500 canfurther include (i) visually presenting the first passcode component viaa display of the vehicle, and (ii) visually presenting the secondpasscode component via the display of the vehicle.

In some embodiments, the present technology can include a method 600 forsetting up a security system for a vehicle. The vehicle has a firstinput device and a second input device. In some embodiments, the firstand second input devices can be separate components. In otherembodiments, the first and second input devices can be a single inputdevice. The method 600 can be implemented in a vehicle, a mobile device,a stand-alone chip set or circuitry, a server, or other types ofsuitable devices.

As shown in FIG. 6, the method 600 includes identifying multiple firstoperating conditions of the first input device to be associated withmultiple passcode components (block 601). For example, the method 600enables a user to set up the relationships between each of theoperations (e.g., to be positioned at a location) of the first inputdevice and individual passcode components (e.g., 1-9, A-Z, etc.). Atblock 603, the method 600 associates each of the identified firstoperating conditions with a corresponding one of the multiple passcodecomponents. The relationships can be stored as a table such as thoseshown in FIGS. 4A and 4B.

The method 600 includes identifying a second operating condition of thesecond input device (block 605). The identified second operatingcondition is then associated with an input confirmation for the multiplepasscode components (block 607). The method 600 then enables a user toinput the passcode components and then confirm the same by detecting theinput confirmation (block 609). At block 611, the input passcode iscompared with a reference passcode for authentication of the user. Onceauthenticated, the security system produces a signal to turn on power ofthe vehicle or an engine of the vehicle (e.g., as shown in FIG. 1C).

FIGS. 7A-7E are screenshots illustrating a user interface 700 of thesystem in accordance with embodiments of the disclosed technology. Insome embodiments, the user interface 700 can be visually presented on adisplay of a mobile device (e.g., a smartphone, a tablet, etc.). In someembodiments, the user interface 700 can be visually presented on anyother suitable display such as a dashboard display. In FIG. 7A, the userinterface 700 enables a user to initiate a setup process for a vehiclesecurity system (e.g., referred to as “security boost protection” inFIG. 7A) by clicking a virtual button 701. In some embodiments, thevirtual button 701 can be presented to the user after the user initiatesan application that can communicate with, or control, an electricvehicle (e.g., a “Gogoro” scooter). Once the user clicks the virtualbutton 701, the user interface 700 then presents a description 702regarding the vehicle security system, as shown in FIG. 7B. Thedescription 702 is scrollable to enable the user to view multiple pagesof content in the description 702. As shown in FIG. 7B, the userinterface 700 also provides a virtual start button 703 for the user toclick and initiate the setup process.

After the user clicks the virtual start button 703, the user interface700 then presents a virtual keypad 704 for the user to enter a passcode,as shown in FIG. 7C. The entered passcode is stored and then used as areference passcode for an authentication process. Once the passcode isentered, the user interface 700 then prompts for a confirmation 705, asshown in FIG. 7D. The user interface 700 can also provide a link 706,which enables the user to access further information regarding thevehicle security system.

Once the passcode is set, the user interface 700 can then initiate aninput-device setup process for the user to define relationships betweenmultiple passcode components and the operations/statuses of an inputdevice of the electric vehicle. For example, as shown in FIG. 7E, theuser interface 700 can present a dashboard-like image 707, which isconfigured to provide relevant information during the input-device setupprocess or serves as a tutorial interface. The dashboard-like image 707can include a passcode display area 708 for displaying passcodecomponents. The passcode display area 708 is configured to displaypasscode components (e.g., 4 single-digit numbers, in the illustratedembodiment) during the input-device setup process. In other embodiments,the passcode display area 708 can also be used to display a passcodeduring the setup process described above with reference to FIGS. 7A-7D.In some embodiments, passcode information entered in the user's mobiledevice is then sent to the vehicle where it is stored and used in theauthentication process.

FIG. 8 is a schematic diagram illustrating a user interface 800 of avehicle in accordance with embodiments of the disclosed technology. Insome embodiments, the user interface 800 can be visually presented on adisplay (e.g., the dashboard display 119) of a vehicle. In otherembodiments, the user interface 800 can be visually presented in othertypes of display (e.g., a display of a mobile device). As shown, theuser interface 800 includes eight indication portions 801-808. In someembodiments, the indication portions 801-808 are configured to visuallypresent the passcode components during the input-device setup process.For example, each of the indication portions 801-808 can be visuallypresented in different colors, at different brightness levels, or atdifferent blinking frequencies. The combinations of the visualpresentations of the indication portions 801-808 can effectively providethe user which passcode component is being set during the input-devicesetup process.

For example, assuming that an input device of a vehicle, e.g., throttle,can be rotated in a range of 100 degrees. The range can be divided byten such that each divided degree range (e.g., a 10-degree range)represents a single digit number (e.g., 0 to 9). In such embodiments,the user interface 800 can present these ten passcode components byusing the visual combinations of the indication portions 801-808. Forexample, the user interface 800 can darken all of the indicationportions 801-808 to represent digit “0,” brighten only the indicationportion 801 to indicate digital “1,” brighten only the indicationportion 802 to indicate digital “2,” brighten all of the indicationportions 801-808 to represent digit “9,” and so on. By this arrangement,the user interface 800 can provide sufficient visual indication to guidethe user through the input-device setup process.

As shown in FIG. 8, a 4-letter term “Code” can be displayed in a timersection 810 of the user interface 800. When a user operates an inputdevice to input or set up a 4-digit passcode (which has foursingle-digit passcode components), each letter of the term “Code” can bechanged accordingly so as to show the four passcode components to theuser. In other embodiments, the 4-letter term “Code” can be displayed inother areas of the user interface 800 (e.g., in an odometer section 812,a mileage section 814, etc.). In some embodiments, the presenttechnology can have other types of terms (e.g., longer or shorter) torepresent a passcode. In some embodiments, the term “Code” can bedisplayed in a small font such that it cannot be easily seen by abystander.

As discussed above the security boost feature can be used not only toallow operation of the vehicle but can also be used to unlock featuresof the vehicle. For example, if a scooter is shared by a father and ateenage son, the security boost feature can be used to allow the fatherto operate the vehicle at faster speeds than those permitted for the sonetc. Similarly, the control of the vehicle unlock by the security boostfeature may allow operation in different times of the day such as after11 p.m. etc.

Although the present technology has been described with reference tospecific exemplary embodiments, it will be recognized that the presenttechnology is not limited to the embodiments described but can bepracticed with modification and alteration within the spirit and scopeof the appended claims. Accordingly, the specification and drawings areto be regarded in an illustrative sense rather than a restrictive sense.

1. A method for operating a vehicle, comprising: generating a passcodein response to a detected actuation of a first input device disposed onthe vehicle, wherein the detected actuation comprises a rotation of thefirst input device or a holding operation of the first input device;comparing the generated passcode with a reference code stored in amemory disposed in the vehicle; and enabling one or more features of thevehicle if the generated passcode matches the reference code.
 2. Themethod of claim 1, wherein the first input device includes a rotatablethrottle control handle, a functional button, a handle, a lever, asteering wheel, a handle bar, a paddle, a pedal, a shifter, a sidestand, a trunk lid, a fuel lid, a fuel cap, or a power plug.
 3. Themethod of claim 1, wherein the one or more features comprise anoperational state of the vehicle, activating a motor of the vehicle, andaccessing a compartment of the vehicle.
 4. The method of claim 1,wherein after unlocking the one or more features of the vehicle, themethod further comprises: switching the first input device to anoperational mode.
 5. The method of claim 1, wherein before generatingthe passcode in response to the detected actuation of the first inputdevice disposed on the vehicle, the method further comprises: receivinga signal regarding unlocking the vehicle.
 6. The method of claim 1,wherein the generated passcode comprises at least one passcodecomponent, and wherein the method comprises: identifying an operationalcondition of the first input device; generating the at least onepasscode component in response to the operational condition of the firstinput device; identifying a confirmatory operation of a second inputdevice; and confirming the generated passcode component in response tothe confirmatory operation of the second input device.
 7. The method ofclaim 5, wherein: the first input device of the vehicle includes arotatable throttle-control handle; the first operation conditional ofthe first input device comprises rotating the first input device so asto position the first input device at a predetermined angle; and the atleast one passcode component is generated according to the predeterminedangle.
 8. The method of claim 1, wherein the generated passcodecomprises at least one passcode component, and wherein the methodcomprises: identifying a first operational condition of the first inputdevice; generating the at least one passcode component in response tothe first operational condition of the first input device; identifying asecond operational condition of the first input device; and confirmingthe generated passcode component in response to the second operationalcondition; wherein the second operational condition includes positioningthe first input device at a predetermined angle for a preset period oftime.
 9. The method of claim 5, wherein: the second input deviceincludes a brake lever or a brake pedal; and the confirmatory operationof the second input device comprises positioning the second input deviceat a predetermined location.
 10. The method of claim 5, furthercomprising: visually presenting the passcode component via a dashboarddisplay of the vehicle.
 11. The method of claim 1, wherein beforecomparing the generated passcode with the reference code, the methodfurther comprises: receiving the reference code from a mobile deviceexternal to the vehicle; and storing the reference code in the memory ofthe vehicle.
 12. A vehicle, comprising: a memory; a processor coupled tothe memory; a first input device coupled to the processor, wherein theprocessor is configured to: generate a passcode, in response to adetected actuation of the first input device, wherein the detectedactuation comprises rotating the first input device and positioning thefirst input device at a predetermined angle; compare the generatedpasscode with a reference code stored in the memory; and enable one ormore features of the vehicle if the generated passcode matches thereference code.
 13. The vehicle of claim 12, wherein the first inputdevice includes a rotatable throttle control handle, a functionalbutton, a handle, a lever, a steering wheel, a handle bar, a paddle, apedal, a shifter, a side stand, a trunk lid, a fuel lid, a fuel cap, ora power plug.
 14. The vehicle of claim 12, wherein the one or morefeatures comprise an operational state of the vehicle, activating amotor of the vehicle, and accessing a compartment of the vehicle. 15.The vehicle of claim 12, wherein the first input device is in apasscode-input mode, and wherein the processor is configured to switchthe first input device to an operational mode after unlocking the one ormore features of the vehicle.
 16. The vehicle of claim 12, furthercomprising a second input device, wherein the generated passcodecomprises at least one passcode component, and wherein the processor isconfigured to: identify an operational condition of the first inputdevice; generate the at least one passcode component in response to theoperational condition of the first input device; identify a confirmatoryoperation of the second input device; and confirm the generated passcodecomponent in response to the confirmatory operation of the second inputdevice.
 17. The vehicle of claim 16, wherein: the second input deviceincludes a brake lever or a brake pedal; and the confirmatory operationof the second input device comprises positioning the second input deviceat a predetermined location.
 18. The vehicle of claim 12, wherein thegenerated passcode comprises at least one passcode component, andwherein the processor is configured to: identifying a first operationalcondition of the first input device; generating the at least onepasscode component in response to the first operational condition of thefirst device; identifying a second operational condition of the firstinput device; and confirming the generated passcode component inresponse to the second operational condition. wherein the secondoperational condition includes positioning the first input device at thepredetermined angle for a preset period of time.
 19. A system forunlocking a vehicle, comprising: a processor; a first input devicecoupled to the processor, wherein the processor is configured to:generate a passcode, in response to a detected actuation of the firstinput device, wherein the detected actuation comprises rotating thefirst input device and positioning the first input device at apredetermined angle; receive a reference code from a remote server;compare the generated passcode with the reference code; and unlock oneor more features of the vehicle if the generated passcode matches thereference code.
 20. The system of claim 19, further comprising a secondinput device, wherein the processor is configured to: identify anoperational condition of the first input device; generate the at leastone passcode component in response to the operational condition of thefirst input device; identify a confirmatory operation of the secondinput device; and confirm the generated passcode component in responseto the confirmatory operation of the second input device.